Fluid-pressure brake system.



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PATENTED FEB. 26, 1907. M. W. HIBBARD. 1 v FLUID PRESSURE B-RAKB SYSTEM.

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I APPLICATION FILED FEB. 25. 1903.

"PATENTED FEB; 26, 1907.

, MI. W; HYIIBBARD. FLUID PRESSURE BRAKE SYSTEM.

APPLICATION FILED H2125. 1903.

/ 4 sums-sum 2.

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iii/(9337" --N0. 845,353. PATENTED FEB. 26, 1907.

i M. w. HIBBARD. FLUID PRESSURE BRAKE SYSTEM.

A'PPLIOATTON FILED FEB. 25. 1903.

4 SHEETS-SHEET 3.

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ZZZ/671237 $71,179 CarzPo-Silion m/fm PATBNTED FEB. 26, 1907.

M. w. HIBBARD. FLUID PRESSURE BRAKE SYSTEM.

4 SHEBTB-BHEET 4.

APPLICATION I' ILED- FEB. 25. 1903.

tmrrnn srArEs FATE, OFFICE URY' w; HIBBAltD, or cameo, n mes," AssIGnoR TO Riemann rrrzenmnnor cmcaeo, .namors.

Application filed February at, 1998. s mlnanaom.

' Specification of incrimin te.

\ Eatented Feb; 1 907.

To all whom it may concern.- Be it known thatl, MAURY W. 1111334313,;

residing at Chicago, Cook county,Illinois,-

have invented certain new and useful1 .Im+

provements in Fluid-Pressure Brake, .1Sys

following is a. specifica+ s ectivel which mechanism actsinaid' of t e usua air-brake system and provides agprtial brake-pressurefor acar emptyand a ll or increased braking pressure fora car loaded. j i.

Braking force or pressure. is based on about seventy per cent. of the lightweight of a car, which, especially in respect to'theipresent li ht-weight high-capacity cars,' means only aiout twenty per cent. of its loaded weight. Consequently the proper roportionate amount ofbrakin 1s n0t dgne-on loaded cars equipped with t e usual standard brake a para tus. By the use of my mechanism, however, the braking afo'rceor pressure as to an empty car is maintained, but

considerably increased as to a loaded car, as

high as, say, about forty per cent. offthe loaded weight.

The object of my present invention is to provide for accomplishing the above-described results a novel and efficient mechanism differing somewhat in construction from that of my said prior patents.

As in my prior inventions, the present mechanism is capable of working in mixed trains-that is, trains having both empty and loaded cars, as Well as in trains having all loaded or all em ty cars, which is not possible with What is own as the high-pressure control system, requiring all cars to be loaded when the system is used.

As in the devices of my said prior patents, when a car is loaded my apparatus is designed to be set or adjusted bya trainman to loaded-car position, which is maintained so long as the air-pressure remains on the car. The apparatus is restored in automatic manner to empty-car position whenever the I brake system is no longer charged with airpressurethat is to say, the empty-car position is the normal one-and the apparatus is automatically restored to that position soon after the ,carfis set out from a train, because of the well-known fact that in such cases the brake s stem of a detached car does not stay charge with air pressure, wherefore "actual practice my apparatus will not'remain set after the car :is unloaded, and hence sliding of wheels on empty cars is impossible.

release or bleed the auxiliary reservoir, and thereby perform the function of the thereforebe dispensed with.

\Mv present arr 'ement is also designed to Qusual release-valve or bleeder, which may In the drawings, Figure l is a plan view of i the Well-linown p 'ment of a car, il ustratinga form of relative arrangement of my valve apparatus; Fig. 2; a cross-section of the valve taken on line A-B arts of an air-brake equipi of Fig. 3 Fig. 3, a sectional'elevation ofthe valve apparatus; 4 an elevation thereof. Fig. 5, a face view of t e main'valve; Figs.

6, 7., and 8, detail viewsof'the valve-seat and valve, illustrated tloaded-car,""bleed, and fempty-car posit1ons, res'pectivel Fig. 9

a sectional'elevation ofla -modifie ,form'o valve a paratus; 10, a, section taken on line. C

of Fig. 11 with the slide-valve.-re--' moved and showing the valve-seat and-ports openin thereon;"'and Fi'g. 11, a section on ljn'e E of F My valve 7 connection. with "the" usual airebrake system and also a supplemental reservoirland' may devicekir apparatus works in' have the relative arrangement shown in Fig.

1. Enthe'present instance this valve device comprises a casing 1, having'ithe following connections: Asconnection' 2fl'communi-' eating withgthe-aui'riliary reservoir A R, a connection 3' withthe, brake-cylinder B C, and a connection'4'with the supplemental reservoir S R: The casing also'lias-a downwardly extending'bo'ss or projection, to which is attachedorconnected thepressures regulating valveor blow-down 6, B D.

This regulating-valve maybe of suitable and approved construction for the urpose in.- tended, andas the valve herein i ustrated is the same as that shown in my said prior patent, No. 699,386,a description thereof is' ,unnecessa'ry.-

Thevalve-casmg has an interior chamber portion forms a valve-seat 9 for the valve 10. 'lfhe-chamber is'closed at-opposite ends by the end caps 11 and 12, Suitably secured to the valve-casing, the latter of which contains the connection 2, communicating with the auxiliary reservoir. Themain valve may be suitably operated, and in the present instance the same is worked or adjusted by rods 13, extending to the sides of the car and corresponding to and taking the place of the usual bleed-rods, as in my chamber, Where it engages or is received by a socket 19 formed in the main valve. The position of the parts shown in the drawings is empty-ear position, which is the normal osition maintained in'suitable manner, as by the two springs 20 and 21, the former being somewhat heavier or stronger than the latter fora purpose hereinafter made apparent. Spring 20 surrounds a stationary rod or bolt 22, secured or screwing into the spider portion 23 of the end cap 12 and abuts at one end against such spider portion and at the other against a flanged cup 24. The cup is free to slide to the right, Fig. 3,,upon the rod or bolt, but the head of the latter, which is contained with the cup, linits the movement of such cup to the left. This cup which bears with a yielding pressure against the raised portion or projection 25, formed by the socket 19 of the valve, is at the limit of left-hand movement when the valve is in the normal or empty-car position illustrated in Fig. 3. The lighter or weaker spring 21 is similarly arranged, the same being correspondingly associated with a rod or bolt 26 and a cup 27, which simplyv abuts against the valve when in normal position, but does not at such time exert. any pressure thereon. The object of spring 20 is to restore the valve to normal position after movement to the right, Fig. 3, while the object of spring 21 is to restore such valve to that position after movement to the left, but only when permitted by the air-lock or controller device hereinafter described.

The air-lock or controller is compactly arranged within the same casing as the main valve and in the present instance is formed as a part thereof.

This lock or controller is on the left-hand end of the valve, which is made in the form of a cup28, whose outer edges are arranged to seat (when the valve is moved to the left) in such manner as to close the interior of such cup from the valvechamber 7, whereby the pressure in such chamber will serve to hold the valve in such shifted left-hand position after the air-pressure has been vented from the interior of such cup through a vent-port 29. as hereinafter explained. In the present construction this cup 28 is arranged to seat upon a seat or gasket 30, of rubber or other suitable material, securedlto the end cap 11.

Referring to Fig.5, the main valve has in additiontosaid vent-port 29 and the socket or opening 19 a recess 31 and a supplemental reservoir-port 32. This valve, with its ports and recess, slides on the valve-seat and governs certain ports and passages opening thereon comprising a vent-passage 33, adapted to cooperate with vent-port 29, a port 34 marked B D communicating with the blow-down device, a port 35 marked B C communicating with the brake-cylinder passage or nozzle 3 through a curved'passage 36 in the valve-casing, Fig. 4, and a port 3? markedS R communicating with the supplemental reservoir-nozzle 4 through a curved passage 38 in such valve-casing.

- Startingwith the parts in normal or emptycar posit-ion, as shown in Fig. 3, the operation of the mechanism will now be explained. Atthis time the main valve is in its intermediate position, with its recess 31 connecting the two ports 34 and brake-cylinder in communication with the blow down device or pressure regulator,- with the result that the brake-cylinder pres-' sure is properly regulated in service action by releasing excess pressure above a predetermined amount and in emergency action .by reducing the high pressure thus obtained in the brake-clyinder to this predetermined amount and proportionately to the decrease in speed of the car. When the car is loaded, the trainman operates either one of the rods 13 by pushing it inward, with the result that the main valve is shifted to the left, Fig. 3- that is,'to loaded-car positionat which time the communication between the brake-cylinder and blow-down device through ports 34 and 35 is 'cutoff and communication established between the valve-chamber 7 and the supplemental reservoir through ports 32 and 37, whereby both the auxiliary and supplemental reservoirs are brought into communication, and the volume' of available braking pressure is increased to the extent of the capacity of the supplemental reservoir. At the same-timethe air-lock or controller-cup 28 is caused to seat on gasket 30, and immediately upon such seating the port 29 is brought into register with vent-passage 33, and the air-pressure Within such cup vented or exhausted, with the result that the pressure within the valve-chamber pressing against the'right-hand face, Fig. 3, 0f the cup will hold the valve to its shifted position against the, tension of-the spring 21, which is compressed inthe operation. Consequently as long as -the air-pressure in the valve-ch amber exceedswthe tension of this .spring 21 that is, practically as longas the car equip- 35, thereby putting the hnent remains charged with airpressure f-the' r main .valvewill be thus automatically held orlocked in loaded car position, andthe restoration of-such valve will occur in auto matic manner as soon as the s ring 21 is ableto exert its tension to move suc valveback to its intermediate position of normal. (Shown in Fig.3.) When it-is desired to bleed, the trainman pulls either one of the rods 13: in the usual manner, and thereby shifts. the main valve to the right, Fig. 3, with the resuit that port 29 is brought into register. with the slot 18 in thevalve-seat, and the reservoir-air is permitted to escape freely to theatmos here. The ressure is also enabled to e aust throug the vent-passage 33.

-When the pull on the rod is. releabed, the

spring 20restores the working parts to normal position. This spring is preferably of greater power-than spring 21 for the purpose of quickly, and positively restoring the parts after being moved to bleed position, so

. that-it is unnecessary for the trainman to close the valve by hand. The sprmg 21 need works againstand overcomes the 'spring'21 when the valve is moved to loaded-car,position,an'd as it is desired to hold of lock the the air-pressure in the car system, except, say,'about ten pounds hasescaped, the

spring should only besufiicient to restore the,

7* pressing u onthe slide-valve is emp more particu arly for the-purpose of keeping the valve upon its seat during the shipment or installation, and thereby preventing dirt and grit from getting between the valve and its seat. 'My device thus provides an efiicient and compact arrangementof parts, all containedwithin a single casing and'closely J associated forthe performance of their functions. Moreover, the valve-seats may be made of metal, :preferabh brass, and-rubber gaskets, and the" like, w ich are objectionable in railroad service, dispensed with;

' In the constructionof valve mechanism above described the. supplemental reservoir as well as the auxiliary reservoir is bled in the bleeding operation; but to avoid any possible objection that may arise to the bleeding of the supplemental reservoir at this time a suitable closing-valve under the control of the main valve may-be provided for cutting off communication between the two reservoirs when the main valve is shifted or moved to bleed position. The-elosing-valve might be embodied in the structure already de- 6 5 scribed, but I have chosen to embody it in -mental reservoir S R. ,ber has a bushing 57, in-which is formed a stated, the air-pressure in thevalve-chamber valve in that position until substantially all parts totheir normal position. The spring."

oye

right, Fig. 9, to bleed position.

"the modifiedof valve mechanism shown in Fig. 9 in order teat the same time 1llus-.

trate a modification ofthe main-valve operatingmechanism and of the vent mechanism for t e locking-mechanism'for the main valve. I will now'proceed to describe this modification by reference to Fi 59, 10, and '11 of the drawings. This modi 'edfdevice comprises a casing -51, having;1'dcaps 52 and 53 and containing avalv amber 54. The cap 52 has a passage 55 communicating with the auxiliary, reservoir A Rm and the cap 53 a passage 56 communicat' with the su ple-' valve-seat 58, on-which themain valve 59 travels. On the valve-seat terminates a ortor passage 60,- communicating with a b owdown 61'. B D similar to the. one hereinbefore referred .to and arranged to be connected in empty-carpositiOn with the braker'cylinder port or passage 62 BC by means of a recess 63 lfi the face of the main valve. I r 63 leads to the brake-cylinder in suitable The passage manner by proper piping. The. valve-seat also has a vent-port 64 and anexhaust-port 65, used fora purpose hereinafter made aphe valve-c amparent, which ports are controlled by a crossrecess 66 in the main valve.

' The plain valve 59 has upturned end flanges-67 and 68 and also side flanges, 69, each having a socket in which bear depend in arms of an operating-lever 70. An operating-stem 71, having a web 72, fitting into a verticalslot in the lever 7 O, enters the side of the valve-casin'g'at aipoint above the main valve, all as clearly shown in Fig. 9.. When the operating-lever is in its upright position, as shown in the drawings, the main valve is in normal or empty-car position. 'When such lever is actuated in one direction, its depending arm is rotated-toward the left, Fig. 9, and the main valve is also moved in that direction to loaded-car position. Likewise when such lever is actuated, in the opposite direction the main valveis moved tothe This lever is connected to and operatedby rods extending to opposite sides of the car in substantially the same way as'the lever 01' actuating rod or shaft of the construction hereinbefore described. In this modified form of construction now being described the automatic valve-locking device operates on the same general principle as the one shown in Fig. 3;

ut such modified device instead of being integral with the main valve is physically independent, but opei atively connected and as- 'sociated with the main valve and arranged in 75, formed in the end cap 53 and communicating with the supplemental reservoir through the passage 76, leading to the passage 56. This supplemental reservoir-chamber 75 is separated from the valve-chamber 54 by a diaplnagm 77, having a central bore or opening 78, provided with a valve-seat for the valve 79, formed on the back of the disk or cup 73 at the junctionbetween it and its stem. When, therefore, the automatic lock is in the position indicated in Fig. 9 the valve 79 acts as a check-valve to prevent the supplemental-reservoir air from passing to the f main-valve chamber andescaping therefrom when the bleed-port is open.

The stem 74 is secured to a ring or collar 80, arranged adjacent to and inside the valveflange 68 and passes freely through a plate or collar 81 adjacent the other valve-flange 67, which plate is provided with a lateral flange 82, adapted to substantially contact a part of the casin or, as shown, the diapln'agm 77.

A coiled spring 83 surrounds the stem 74 and abuts at one end the collar 80 and at its other end the plate 81, with the result that the main valve and the automatic look as wellare kept in the normal position, as shown, but permitted to be shifted or moved as hereinafter explained.

The supplemental reservoir-chamber 75is provided with a small valve-chamber in which is fitted a flanged bushi 84, having. a passage 85, governed by a va v'e 86.. This valve is normally held seated bya coiled spring 87 and thereby closes communication between chamber 75 and the vertical passage 88 and horizontal passage 8 9,--the :latter of which leads to the vent-port 64, opening on the face of the valve-seat.

blow-down devicein cooperative relation with the brake-cylinder and closes theftm ports 64 and 65. The air-pressure is-fed'from the train-pipe to the auxiliary reservoir in the usual manner and passes through the valvechamber 54 and into the'supplemental reser voir, the valve-lock device being capable of moving sufiiciently to permit the air to pass by its valve 79. The car can now be braked with a force sufficient for an empty car, and greater pressure than a predetermined amount is revented by the blow-down device. For ibaded-car braking the trainman shifts the main valve to the left, Fig. 9, whereupon the blow-down device is cut out of service and the assages 86, 88, 89, and 64 Vented to atmosp ere through bleed .or exhaust port 65 by means of t e recess 66 in the main valve, whose shifting brings this re-.

cess' into register with ports 64 and 65. At

substantially thesame time the-disk 73 of -the valve-lock is. moved to the left and its it strikes the inwardly-projicting stemdof'the ere y unseate and hand face, Fig. 9, of the disk 73. Both reservoirs are new in free communication, and the avallable braking pressure is augmented to the extent of the capacity of the supplemental reservoir, so that increased braking pressure is obtained as compared with the braking-pressure for an empty car. The valve-lock is held to loaded-car position against the tension of the spring 83, which is compressed, inasmuch as the s ring abutment or collar 80 moves with te stem 74, and the other abutment 81 is stopped by contact of its flange 82 against dia hragm 77 when the ports are adjusted to oaded-jcar position, as explained. Hence after the car as remained: set out of a live train for un-- loading purposes or otherwise or whenever the car equlpment has ceased to be charged with air-pressure, whether loaded orunloaded, the spring 83 will "automatically restore the parts to empty-car position-that is, normal position. Thus my device-is not de pendent upon the trainman for restoration .to

normal positionfand the same is trueof the other device herein described, as Well as that of my prior patent, No; 699,386. Consequently there is no danger of sliding or skidding the Wheels of a car whose valve device was adjusted for load or which was unloaded and (picked up empty. To bleed the auxil- Starting with the parts inthe normal p0 sition, as shown, the main valve brings thelary. reservoir, the operating-rods are actuated to move the main valve tothe right,

voir cut off from communication with the valve-chamber 54, wherefore the auxilia reservoir may be bled without bleeding the supplemental reservoir. When the main flange 67 will carry the spring-plate 81 to the right and compress the spring 83, inasmuch! as the collar orplate 80 is stationary at. thi

' I20 and lever is relieved, this spring ill t I time. When the pull on the operating rods chamber, but continually exposed to that pressure onone side only, inasmuch-as in valve is thus moved to the right, the valve- I loaded-car position of the parts the pressure on the other side of the iston-like disk is vented or relieved, there pressure of the valve-cham er, to act on one .side ofthe disk againstjatmospheric pressure on the other. So far as'the broad idea of this feature of operation is concerned the precise construction and arra ementof parts shown is immaterial ,for itis evident that the locking device may be differently constructed and arranged elsewhere than in the valve chamber itself or in substantiallyv direct connection with thevalve, so long as the described functions are performed. However, toobtain' the advantage of simplicity and compactness I prefer to construct and arrangethe parts as shown. Furthermore, after the disclosure herein of the means for disconnecting the.

two reservoirs during the bleeding operation would beinsufiicient to hold-the locking de-' 3 suitable means may ;be employed in the it is evident that the formof valve mechanism illustrated in Fig. 3 may be provided vice to loaded-car position when so adjusted,

passage to the supplemental reservoir to restrict the rate of feed or charging thereof such as, for instance, any of the restricting means described andclaimed in my application for improvements in fluid-pressure brakes filed February 24, 1902, Serial No.

' 95,340, issued as Patent No. 723,386, dated March 24, 1903.

I claim I I I 1. In combination with an air-brake system and asup lemental reservoir therefor, a device'adapte tobe adjusted for bra a car .inproportion to its empty and its loa ed weight, and comprisin' a casing having a valve arranged to esta lish communication between the supplemental reservoir and the usual auxiliary reservoir when shifted to loaded-car position, and means arran edwithin said casing for maintaining the va ve in loaded-car position so long as air-pressure remains in the brake system of the car.

2. In combination with an air-brake system and a sup lemental reservoir therefor, a device adapted to be adjusted .for braking a car in proportion to its empty and its loaded weight and comprisin a casing having a valve arranged to esta lish communication between the supplemental reservoir and the usual auxiliary reservoir when shifted to loaded-car position, and an air lock or con .troller arranged within said casing and mechanical] connected to said valve for main- ,tainingt e valve inIoaded-car position so permitting the Y L long as air-pressure remains in the brake system of the car. w ,3." In combination with an air-brake system,a device adapted .to be adjusted for brak-.

mg a car in proportion to its empty and its loaded weight and comprising a valve'ior 1ncreasing the volume of braking-pressure for a loaded car, and means arranged on such valve for lockingit in loaded-car position. 4. In'combination with an air-brake systern and a supplemental reservoir therefor, a device adapted to be adjusted for brakirf a car in proportion to its empty and its 100. ed .welght and comprisingb valve -arranged to-esta acasing having a lish communication between the supplemental reservoir and. the usual auxiliary reservoir when shifted to loaded-car position, a cup connected to saidvalve -and arranged to seat when the valve is shifted, and means for ventmg the space within the cup 5. In combination with an air-brake system and'a sup lemental reservoir therefor, a device adapts to be adjusted for braki a car in proportion to its empty and its loa ed weight andicomprisin a casing having a valve arranged to esta lish communication between the supplemental reservoir and the usual auxiliary reservoir when shifted to loaded-car position, a valve-seat on which such valve works and havi a vent-passage, a cup connected to saidva ve and arranged to seat when the valve is shifted, said cup having a vent-port arranged to re ister with the vent-passage and thereby e aust the space within the cup.

6. In combination with an air-brake system and a supplemental reservoirtherefor, a device adapte to be adjusted forbraking a car in proportion to its empty and its loaded weight and comprisin a casing having a valve arranged to esta lish communication between the supplemental reservoir and the usual auxiliary reservoir when shifted to loaded-car position, a seat 30 in one end of. the cas' valve an arra ed to seat on seat 30 when such valve is shifted and'means for venting the interior of the cup.

7. In combination with an air-brake system and a sup lemental reservoir therefor, a device adapte togbe adjusted for brakin a car in proportion to its empty and its 10a ed weight and comprisi a casing having a valve arranged to esta lish communication between the supplemental reservoirand'the usual auxiliary reservoir when shifted to loaded-car position, a cup connected to said valve and arranged to seat when the valve is shifted to loaded-car position, means for venting the s act! within the cup, and a spring arrange within such cup and tending to reslst such shifting of the valve.

, a cup-formed at one end'of the ed. weight and comprisin a casing having a .valve and having a Vent-port 29 which is between the supplemental reservoir and the tem and a supplemental reservoir therefor, a device adapted to be ad usted'forbraking a car in proportion to its empty and its loadvalve arranged to establlsh communication between the supplemental reservoir and the usual auxiliary reservoir when shifted to loaded-car position; a cup connected to said valve and arranged to seat when the valve is shifted to loaded-car position, means for venting the space within the cup, and a spring 21 having a limited movement of extension and tending, to resist such shifting of the valve.

9. In combination with an air-brake system and a supplemental reservoir therefor, a device adapted to be adjusted for braking a car in proportion to its empty and its loaded'weight and comprising a casing having a valve arranged to establish communication between the supplemental reservoir and the usual auxiliary reservoir when shifted to loaded-car position, a cup connected to said valve and arranged to seat when the valve is shifted to loaded-car position, means for venting the space within the cup, a spring 21 arranged within the cup, a rod 26 secured to one end of the casing, and a flanged springcup 27 arranged to slide on said rod and against which one end of the spring bears.

10. In combination with an air-brake system and a supplemental reservoir therefor, a device adapted to be adjusted for braking a car in proportion to its empty and its loaded weight and comprising a casing having a valve arranged to establish communication between the supplemental reservoir and the usual auxiliary reservoir when shifted to loaded car position, a valve-seat on which such valve works and having a vent-passage 32%, an opening 18, anda port 37 to the supplemental reservoir, a cup arranged on said adapted to communicate with passage 33 to vent the interior of the cup when the valve is moved to one position and to communicate with opening 18 to bleed the reservoir when moved to anther position.

1]. In combination with an airbrake system and a supplemental reservoir therefor, a device adapted to be adjusted for braking a car in proportion to its empty and its loaded weight and comprising a casing having a valve arranged to establish communication usual auxiliary reservoir when shifted. to loaded-car position, said valve having an upward projection 25, and a pair of springs arranged on opposite sides of such projection to maintain the valve in an intermediate position of normal but permit positive movement in either direction,

12. In combination with an air-brake system and a supplemental reservoir therefor, l

a device adapted to be adjusted-for braking: a car in proportion to its empty and its loaded weight and comprisin a casing having a; valve arranged to establishcommunication 1 between/the supplemental reservoir and the usual auxiliary reservoir when shifted to loaded-car position, said valve having an upward projection 25 and end cup 28, and apair of s rings having limited extensionand arrange on op osite sides of such projectionto maintain t e valve in an intermediate position of normal but permit positive movement in either direction. .1.

- 13-. In combination with an air-brake system, a reservoir supplemental to the-usual. 'auxiliary reservoir, a valve device arranged to be adjusted to connect the two reservoirs, to obtain increased braking force-,.a

controller forming part of the valve device which comprises a valve-casing: providedwith the slot or opening 18 and a slide-valvewithin the casing and. having socketed: side wings, a bearing on said casing, operating-levers 14, a shaft mounted insuch bearing and-having an arm 17 projecting.

through said opening and operatively engaging the socketed side wings of the valve.

14. In combination with an air-brake syss tem, a reservoir supplemental to the usual auxiliary reservoir, a valve arranged to be adjusted to connect the two reservoirs to obtain increased braking and a controller forming an integral part of said valve and arranged to hold the valve in adjusted p0 sition..

15. In combination with an air-brake system. a reservoir supplemental to the usual auxiliary reservoir of the brake system, andv a combined valve and lock therefor to prevent change of such valve after adjustment to a certain position, said valve being arranged to be adjusted to connect the. two. reservoirs to obtain increased braking force;

16. In combination with anair-brake sys tem, a device adapted to bev adjusted for brakin a car in proportion to its empty andits loaded-weight and comprising a-valve for increasing the volume of braking pressurev for a loaded car, and means directly controlled by said valve for locking the latter in loaded-car position.

17. In combination with an air-brake system, a device adapted tobe. adjustedv for braking a car in proportion to its empty and its loaded weight and comprising a-valve for- 1 increasing the volume of braking pressure fora loaded car, and means carried and'direc tlycontrolled by said valve for locking the latter in loaded-oar osition.

18. In com ination with-an air-brake system, a device adapted to be adjusted for braking a car in proportion to its empty and its loaded weight and com rising a valve for increasing the volume 0 braking pressuremovable with the valve for locking the latter 1n loaded-car position.

19. In combination with an air-brake system, a device adapted to be adjusted for brakin a car in proportion to its empty and its 10a ed weight and comprising a valve for increasing the volume of braking pressure for ,a loaded car, and means formed inte ral with the valve for locking the latter in loa edcar p0siti0n.- I

20. In combination with an air-brake system, a device adapted to be ad usted for braking a car in proportion to itsempty and its loaded weight and comfprisinga valve for increasing the volume 0 braking pressure for a loaded car, and means carried at one end of the valve for locking the latter in loaded-car position.

21. In combination with an air-brake system, a device adapted to be adjusted for braking a car in proportion to its empty and its loaded weight and comprising a casing having a valve-chamber, a valve therein for increasing the volume of braking pressure for a loaded car, and means arranged in said chamber and directly controlled .by said valve for looking the latter in loaded-car position.

22. In combination with an air-brake system, a device adapted to be adjusted for braking a car in proportion to its empty and its loaded Weight and comprising a casing having a valve-chamber, a valve therein for increasing the volume of braking pressure for a loaded car, and means arranged within such valve-chamber and mounted on and movable with said valve-for locking the latter in loaded-car position. v

. 23. In combination with an air-brake system, a device adapted to be adjusted for brakin a car in proportion to its empty and its loaded weight and comprising a casing having a valve-chamber, a valve therein for increasing the volume of braking pressure for a loaded car, and means arranged in said chamber and actuated by the pressure contained therein for holdingthe valve in loaded-car position.

24. In combination with an air-brake system, a device adapted to be adjusted for braking a car in proportion to its empty and its loaded-weight and comprising a casing hav ng a valve-chamber, a valve therein for increasing the volume of braking-pressure for a loaded car, and means arranged in said chamber and mounted on said valve for holding the latter in loaded-car osition, said holding means being actuate by the pressure contained in said chamber.

25. In combination with an air-brake system, a device adapted to be adjusted for braking a car in proportion to its empty and its loaded weight and comprising a casing having a valve-chamber, a valve therein for increasing the volume of braking pressure for a loaded car, a holding disk or cup exposed to the pressure of the system and cooperating with the valve, such disk or cup being arranged to seat when the valve is moved to loaded-car position, and means for venting the interior of the disk or cup after seating, whereby the pressure will hold the disk and valve to said adjusted position.

26. In combination with an air-brake system, a device adapted to be adjusted for braking a car in proportion to its empty and its loaded weight and comprising a casing having a valve-chamber, a valve therein for increasing the volume of braking pressure for a loaded car, a holding disk or cup continually exposed to the pressure of the system and o eratively connected with the valve, such isk or cup being arranged to seat when the valve is moved to loaded-car position, and means for venting the interior of the cup after seatingland thereby permitting the said pressure to old such cupseated.

27. In combination with,an air-brake system, a device adapted to be adjusted for braking a car in proportion to its empty and its loaded weight and comprising a casing having a valve-chamber, a valve therein for increasing the volume of braking pressure for a loaded car,a holding-disk continually exposed on one side to the pressure of the system and operatively connected with the valve, and means for venting the pressure on the other side of the disk to permit the said pressure to act and hold the disk and valve to loaded-car position.

28. In combination with an air-brake system, a device adapted to be adjusted for braking a car-in proportion to its empty and its loaded weightand comprising a casing having a valve-chamber, a valve therein for increasing the volume of braking pressure for a loaded car, and a holding-disk continually exposed on one side to the pressure of the system and o eratively connected with the valve, said va ve having means for venting or relieving'the pressure on the other side of the disk to permit the said ressure to act and hold the disk and valve to loaded-car position.

29. In combination with an air-brake system, a device adapted to be adjusted for braking a'car in proportion to its empty and its loaded weight and comprising a casing having a valve-chamber, a valve therein for increasing the volume of braking pressure for a loaded car, a holding-disk continually exposed on one side to the pressure of said chamber and operatively connected with said valve, and means for venting the pressure from the bther side of the disk when the valve is adjusted to loaded-car position.

30. In combination with an air-brake system, a device adapted to be adjusted for braking a car in proportion to its empty and IIO its loaded weight and comprising a casing' having a valve-chamber, a valve therein for only as to one side, said disk being opera-,-

tively connected with said valve, and means for relieving the pressure from the other'side of the disk when the valve is adjusted to.

loaded-car position.

31. In combination with an air-brake sys-' tem and a supplemental reservoir therefor, integral controlling and locking means for connecting said supplemental reservoir with the usual auxiliary reservoir of the brake system and for maintaining said means in an adjusted position.

32. In combination withan air-brake system and a supplemental reservoir therefor, means for connecting said su plemental reservoir of the brake system, a lociiing device carried by said means and tending to hold such means in an adjusted position, and a casing for containing such means and locking device. i i

33. In combination with an air-brake system and sup lemental reservoir -therefor, a single means ibr. connecting saidsupplemental reservoir with the usual auxiliary reservoir of the brake system and for maintaining said connection;

34. In combination with an air-brake sys tem and supplemental reservoir therefor, a single means for. connecting said supplemental reservoir with the usual auxiliary reservoir of the brake system at the will of the operator and for maintaining said connection.

35. In combination with an air-brake "system and supplemental reservoir therefor, a single means for connecting said supplemental reservoir with the usual auxiliary reser voir of the brake system at the will of the operator and for maintaining said connection as determined by the ressure on the car. 36. In combination wit an air-brakesys temand a supplemental-reservoir therefor,

means for connecting said supplemental reservoir with the usual auxiliary reservoir of the brake system at the will of the operator the brake system, and a locking device controlled by the pressure onthe car for holdin said means in an adjusted position, sai

\ervoir with the usual auxiliary reservoir of I vmeans and locking device being formed in- I tegral.

38. In combination with an air-brake s stem and a supplemental reservoir there or, means or connecting said supplemental reservoir ith the'usual auxiliary reservoir of the brake system at the will of the operator,

and aIlocking device tending to hold such means in an adjusted position as determined by. the presence of air-pressure on the car, said means-and locking device being integral.

39. In combination with an air-brake system and a supplemental reservoir, means for controlling the flow of'air to and from such reservoir and a locking device for holding said means in adjusted position, said means and locking device being formed as a unitary structure.

'40. In combination with an air-brake system and a supplemental reservoir, means for controlling the flow of air to and from such reservoir at the will of the o erator, and a locking device arranged to ho d or lock said means in an adjusted position as determined by the presence of air-pressure on the car, saidmeans and locking device being formed as witary structure.

MAURY W. HIBBARD.

Witnesses:

S. E. HIBBEN, 'LOUIS B. ERWIN. 

